Velocipede



(No Model.) 2 Sheets-Sheet 1.

E. G. LATTA. VELOGIPEDE.

No. 448,442. Patented Mar. 17, 1891.

M52655 65 I imam/Eva.

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2 Sheets-Sheet 2.

(No Model.)

B. G. LATTA.

VELOGIPEDE.

No. 448,442. Patented Mar. 1'7, 1891.

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EMMIT' G. LATTA, OF FRIENDSHIP, NElV YORK.

VELOCIPEDE.

SPECIFICATION forming part of Letters Patent No. 448A42, dated March 17, 1891.

" Application filed January 25, 1889. Serial No. 297.545. (N0 model.)

To aZZ whom it may concern:

Be it known that LEMMIT G. LATTA, a citizen of the United States, residing at Friendship, in the county of Allegany and State of New York, have invented new and useful Improvements in Velocipedes, of which the following is a specification.

This invention relates more especially to the velocipedes known as Safety bicycles, and which have a rear driving-Wheel and a front steering-wheel.

The principal object of my invention is to produce a light, safe, and durable velocipede of this class that may be ridden by either seX, and to construct the frame of the machine in such a manner that the rider will be largely relieved from the shocks and-vibrations of the wheels on striking obstructions or in passing over rough roads.

A further object of the invention is to improve the construction of the journaLbearings, so that the bearings of the same journal may be adjusted uniformly and simultaneously.

'llheinvention consists of the improvements which will be hereinafterfully described, and pointed out in the claims.

In the accompanying drawings, consisting of two sheets, Figure 1 is a side elevation of my improved velocipede. view of the same with the saddle removed. Fig. 3 is an elevation of one of the springs connecting; the parts of the frame. Fig. 4 is a cross-section of the reach. Fig. 5 is a longitudinal section of the front portion of the reach and the stub formed on the steeringspindle. Fig. 6 is a sectional elevation of the crank-shaft and connecting parts. Fig. 7 is a cross-section thereof in line x gr, Fig. 6. Fig. 8 is a sectional elevation of the axle of the rear wheel and parts connected therewith. Fig. 9 is a cross-section in line y Fig. 8.

Like letters of reference refer to like parts in the several figures.

A represents the driving-wheel, and A the steering-wheel arranged in front of the driving-wheel.

1) represents the axle of the driving-wheel, and B the fork or frame of the latter, which extends forwardly and downwardly from the axle b to a short distance in advance of the driving-wheel. I

Fig. 2 is a top plan 0 is the horizontal crank-shaft arranged in front of the driving-wheel and jonrnaled in bearings arranged in clips 0 0, adj ustably secured to the front portion of the fork-arms B.

(Z is a sprocket-wheel mounted on the crankshaft c, and from which the rear axle b is driven by an endless chain drunningaround the sprocket-wheel cl and a similar wheel cl secured to the axle b.

E is a mud-guard of the driving-Wheel, secured at its lower front end to a cross-bar e, connecting the forks Bin front of the drivingwheel, and supported at its upper portion by braces 6 e brazed or otherwise secured to the inner ends of the forks.

F represents the forks of the steeringwheel, F the steering-head, and F the handie-bars.

G is the steering-spindle arranged in bearings on the steering-head in the ordinary.

manner, and Gr is a tubular reach connected at its upper front end to the steering-spindle. The reach G consists of two contiguous tubes flattened on one side and arranged with their flat sides against each other, so as to form together a tube of circular or approximately circular cross-section, as shown in Fig. 4E. The steering-spindle is provided with a cylindrical lug or stub 72,, which is split or divided centrally, and the branches of the lug fit into the ends ofthe tubes constituting the reach, as represented in Fig. 5, the reach being secured to this lug by brazing or other means. The reach G extends from the steering-spindle downwardly concentric with the steering-wheel to a point about in a plane with the front ends of the rear fork is. From this pointthe two branches of the reach spread apart or diverge and extend rearwardly and upwardly on opposite sides of the front portion of the driving-wheel, as shown in Fig. l, forming tubular supports 1, which receive the pillars or posts 2', to which the saddle is attached. The upper ends of the supports I are split and connected by a bow j, and the latter is provided at its ends with split clamping-collars, .which embrace the split upper ends of the supports and adjustably clamp the saddle-pillars in the latter.

K K represent springs connecting the forks of the drivingavheel with the reach G, and

which form a flexible connection between the two parts comprising the frame of the machine. These springs each consist of a coil bent from arod of spring-steel and secured with one end in a socket Z, formed at the front free end of the rear fork B and with its other end in a socket m, secured to the front portion of the adjacent branch of the reach, preferably by a clip, as shown. The sockets Z and m are preferably tapered and the ends of the springs are correspondinglytapered and provided with screw-threads, to which fasteningnuts m are applied. These nuts bear against the upper ends of the sockets and firmlydraw the tapering ends of the springs into the sockets.

The tubular branches of the reach G may be divided at the points at which the sockets Z are secured thereto and the sockets be formed with stubs or lugs, which are secured in the adjacent ends of the divided branches; but this construction is not so light and is less reliable than that first described. hen either wheel strikes an obstruction or passes over irregular ground, the connecting-springs yield to a greater or less extent, according to the severity of the shock, thus relieving the rider from the vibrations of the machine to a'greater extent than is possible by the saddle-springs alone, and enablin the machine to be driven more easily, an (1 also relieving the machine itself, thereby permitting the same to be built lighter and rendering it more durable than if constructed with a rigid frame, or with a frame in which the parts are connected bya pivot and restricted in their movements by a separate spring.

The coiled springs K K, while permittinga limited movement of the two parts of the frame in a manner similar to a joint, avoid the wear and consequel'ltlooseness and noise produced by a pivot-joint. As the springs are located on opposite sides of the longitudinal center of the machine and at a considerable distance apart, all liability of twisting the frame by the alternate pressure upon the cranks is obviated.

The reach and the upright saddle pillarsupports I together form a frame which is depressed at its center, and thus enables the machine to be used by a lady, the upright supports serving also as guards, which prevent the garments from becoming entangled with the driving-wheel.

My improved spring-frame maybe applied to other forms of velocipedes and the springs may be located nearer to or farther away from the crank-shaft, if desired. So, also, a single spring may be employed instead of two; but this construction is not so desirable.

N represents a buffer or cushion of rubber secured to the inner side of the connectingbowj, as represented in Figs. 1 and 2, and forming a yielding stop for limiting the up- Ward movement of the mud-guard E and the other portions of the, rear frame whenthe latter is sprung to an unusual extent. When the wheels pass over obstructions or the springs connecting the rear-frame with the reach are otherwise strained to their fullest capacity, the mud-guard bears against the rubber buffer, and the connecting-springs are thus prevented from being overstrained or broken. A metallic spring may be substituted for the rubber buffer; but this is not so desirable as a rubber cushion.

The bearings of the crank-shaft and driving-wheel are of the kind known as outside ball-bearings, and are secured to the frame in a manner similar to those npw in use.

Referring to Figs. 6 and 7, 0 represents the cranks secured to the ends of the crank-shaft c, and 0 a hub or'sleeve carrying the sprocketwheel cl and capable of sliding lengthwise 011 the shaft, the sleeve being held against turning on the shaft by a key or feather 0 19 represents the bearing-boxes seated in circular openings arranged in lugs P, .formed on the clips 0 C. These bearing-boxes are provided with the usual annular grooves in which the anti-friction balls are arranged. 19 represents the inner cones of the bearings, which bear with their inner ends against the movable sleeve 0 and p p are the outer cones. One end of the crank-shaft is screw-threaded externally, and the adjacent outer cone p is provided with an internal thread engaging with said external thread, as shown, the other portion of the crank-shaft and the bores of the remaining cones beingsmooth, so that the cones may slide on the crank-shaft. Upon screwing the outer cone p inwardly against the balls this movement is transmitted to the adjacent inner cone 1) and from the latter to the opposite inner cone through the movable sleeve 0 thereby pressing the balls of the opposite bearing against the adjacent outer cone and the latter against the boss of the crank secured to the adjacent end of the crank-shaft. In this manner any adjustment of the screwthreaded cone is imparted to the cones of the opposite bearing, thereby adjusting both bearings uniformly and simultaneously. The bearing-box located at the end of the shaft at which the adjustment is effected is made laterally movable in its support, as shown in Fig. 6, while the opposite bearing-box is held against lateral movement in its support. The adj Listing-cone is held in place after being adjusted by a screw g, which engages in one of a series of notches arranged in adisk or flange formed on said cone.

In Figs. 8 and 9 my improved bearings are shown as applied to the rear wheel. The arrangement of the parts is substantially like that of the bearings of the crank-shaft, but

movable in the fork, as the forkarms are sufficiently elastic and yielding to permit of the adjustment of the cones.

In the drawings the bcarin gs are represented as being adjustable from one side of the machine only, so as to render the construction less expensive, but, if desired, they may be made adjustable from both sides. In either case the bearings can be adjusted in onehalf the time required to adjust ordinary bearings.

It is obvious that the sprocket-wheel of the crank-shaft may be rigidly secured to the shaft between the adjacent bearing-box and the crank-boss, and that the two inner cones 19' may be formed in one piece with the sleeve or hub 0 if desired.

I am aware that velocipedes have been constructed with a flexible two-part frame to relieve the rider from vibrations and shocks, and I do not, therefore, broadly claim such construction I claim as my invention- 1. In a velocipede, the combination, with the front and rear Wheels and the main frame composed of two independent parts provided at their adjacent portions with taperin g sockets, of a coiled spring provided with a tapering screw threaded end arranged in said sockets, and screw-nuts applied to the threaded ends of said spring, substantially as set forth.

2. In a velocipede, the combination, with the rear driving-wheel, a front steering-wheel, and the forks or frames thereof, of a double reach composed of two continuous tubes or branches, each tube or branch having a central depressed portion, an'ascending front portion connected to the frame of the front wheel, and an ascending rear portion arranged on opposite sides of the front edge of the rear wheel and forming double supports for the saddle, substantially as set forth.

3. In a velocipede, the combination, with the front wheel, its fork, and the rear drivingwheel, of a reach composed of a central portion depressed below the center of the driving-wheel, an ascending front portion connected with the fork of the front wheel, and an ascending rear portion rigidly connected with said ascending front portion and forming a saddle-support, the space between the front and rear portions being open and unobstructed, a rear fork extending forwardly and downwardly from the axle of the rear wheel, and springs connecting the front ends of the rear fork with the reach, substantially as set forth.

4. In a velocipede, the combination, with the front wheel, its fork, and the rear drivingwheel, of a reach composed of a central portion depressed below the center of the driving-wheel, an ascending front portion connected with the fork of the front wheel, and an ascending rear portion rigidly connected with said ascending front portion and forming a saddle-support, the space between the front and rear portions being unobstructed, a rear fork extending forwardly and downwardly from the axle of the rear wheel to the reach, springs connecting the front ends of the rear fork with the reach, and a crankshaft mountedon the rear fork in rear of said springs, substantially as set forth.

5. In a velocipede, the combination, with the main frame composed of two parallel tubes G, forming the reach, and the tubesI I, of a rear frame composed of the forks B and braces e and connected with themain frame, substantially as set forth.

6. In a velocipede, the combination, with the main frame composed of two tubes G, arranged parallel with each other and forming the reach, and the tubes I I, extending rearwardly and upwardly from the reach and forming supports for the saddle, substantially as set forth.

7. In a velocipede, the combination, with the main frame composed of two tubes G, arranged parallel with each other and forming the reach, and the tubes I I, extending rear- Wardly and upwardly from the reach, and saddle-posts arranged in the tubes I I and carrying the saddle, substantially as set forth.

8. In a velocipede, the combination, with the front and rear wheels and their forks or frames, of a reach attached at its front end to the frame of the front wheel and provided at its rear end with two branches arranged on opposite sides of the center of the machine, and springs connecting the fork or frame of the rear wheel with the branches of the reach, substantially as set forth.

9. In a velocipede, the combination, with the front and rear wheels and their forks or frames, of a reach attached at its front end to the frame of the front wheel and composed of two tubes secured together and flattened on theircontiguous sides,t11e tubes being separated or spread apart near the rear portion ofthe reach and forming branches arranged on opposite sides of the rear wheel, and springs connecting the front end of the rear fork or frame with said branches, substantially as set forth.

10. In a velocipede, the combination, with a reach composed of two tubes secured together side by side, of a steering-spindle provided with a split stub or lug secured with its branches in said tubes, substantially as set forth.

11. In a velocipede, the combination, with the front stoeringwheel and a rear drivingwheel, of a frame consisting of two rigid independent parts having no contact with each other, a spring connecting said parts, and an elastic cushion or stop arranged on the front part of the frame independent of said spring, whereby the deflection or springing of the parts is limited, substantially as set forth.

12. In a velocipede, the combination, with the front and rear wheels and their forks or frames, of a reach attached at its front end to the frame of the front wheel and provided IOU at its rear end with two ascending branches, a cross bar or bow connecting said branches, and an elastic buffer or cushion attached to said cross-bar, substantially as set forth.

13. In a veloeipede, the combination, with an axle or spindle, of a longitudinally-movable hub or sleeve arranged on said spindle and turning therewith, inner cone-bearings arranged at opposite ends of said sleeve, outer IO adjustable cone-bearings arranged on the end l/Vitness my hand this 22d day of January, 15

EMMIT G. LATTA. \Vitnesses:

W. WARD RIoE, S. M. NORTON. 

